Active underbody panel systems

ABSTRACT

An active underbody panel system having a frame arrangement mounted under the vehicle and at least one deployable panel moveable between stowed and deployed positions to improve aerodynamics under the vehicle. A deployment/retraction mechanism is provided having a pair of linkage assemblies and driven by an actuator, which allows the deployable panel(s) to be moved automatically downward into the air flow as needed.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation application of U.S. patentapplication Ser. No. 16/303,001, filed Nov. 19, 2018, which is aNational Stage of PCT International Application No. PCT/IB2017/053008,filed May 22, 2017, which claims the benefit of U.S. Provisional PatentApplication No. 62/339,259, filed May 20, 2016. The disclosures of theabove applications are incorporated herein by reference.

FIELD OF THE INVENTION

The present invention relates to a deployable aerodynamic panel systemfor attachment to a vehicle.

BACKGROUND OF THE INVENTION

Improved vehicle fuel economy is highly desirable. Fuel economy is oneof the primary considerations for manufacturers and consumers, and thereis increasingly more emphasis and regulations on such environmentalimpacts as vehicle fuel economy/mileage. One of the ways to improve fueleconomy is to decrease the weight of the vehicle. Another way is toimprove vehicle aerodynamics. The airflow at the underside of thevehicle or “drag” effects fuel economy. A lower aerodynamic efficiencydecreases fuel economy, particularly in vehicles with higher groundclearances due to the greater drag under the vehicle.

There are known under-vehicle panels that seek to improve aerodynamic.Static under-vehicle panels aim to improve the air flow, but are limitedin benefit due to the vehicle ground clearance requirements at lowspeeds. If the static panel is set too low—it will hit or bottom out onobjects and elevated ground surfaces.

Another typical under-vehicle panel includes active suspension systemsthat allow the vehicle to be lowered closer to the ground at high speedlimiting the under vehicle air flow, but these are expensive and carry ahigh mass penalty.

Typical active front deflectors have a similar effect, but are limitedto the front of the vehicle and do not provide the same benefit tovehicles that already have underbody panels.

Typical systems do not improve vehicle fuel economy. Typical systemsfail to reduce vehicle drag without compromising the vehicle's low speedrequirements for maneuvering. In addition, typically, when increasedcooling efficiency at high speeds is desired, larger cooling systemsand/or grille openings are needed.

It is therefore desired to provide a panel mountable under the vehiclethat is deployable to provide drag reduction.

SUMMARY OF THE INVENTION

The present invention generally relates to an active underbody panelsystem including a frame structure and at least one deployable panelconnected to the frame structure and moveable between at least a stowedposition and deployed position. A deployment/retraction mechanism isprovided, such as at least one linkage assembly, connected to the framestructure, which moves the panel(s) generally up and down (or otherwisemoved) into the air flow as needed. An actuator drives the movement ofthe mechanism, and, therefore the panel(s) operably connected to themechanism. In a preferred embodiment, at least two deployable panels areprovided and automatically deploy under predetermined conditions (suchas predetermined higher speeds) and retract under other conditions (suchas at predetermined lower speeds or when an object is detected).

The system generally improves aerodynamic drag under the vehicle,improves aerodynamic lift/down force distribution between front and rearaxles, increases mass air flow through the engine compartment at highspeed, maintains ground clearance at low speed, and minimizes massincrease.

Further areas of applicability of the present invention will becomeapparent from the detailed description provided hereinafter. It shouldbe understood that the detailed description and specific examples, whileindicating the preferred embodiment of the invention, are intended forpurposes of illustration only and are not intended to limit the scope ofthe invention.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention will become more fully understood from thedetailed description and the accompanying drawings, wherein:

FIG. 1A is a side elevation of an active underbody panel assemblymounted on a vehicle in an exemplary fore-aft location, the panel shownin a stowed position, in accordance with one embodiment of the presentinvention;

FIG. 1B is a side elevation of the active underbody panel assembly ofFIG. 1A;

FIG. 2A is a side elevation of the active underbody panel assembly ofFIG. 1A shown in a deployed position, in accordance with an embodimentof the present invention;

FIG. 2B is a side elevation of the active underbody panel assembly ofFIG. 2B;

FIG. 3 is a perspective view of the active underbody panel assembly formounting to the vehicle, according to the present invention; and,

FIG. 4 is an exploded view of the active underbody panel assembly ofFIG. 3, according to the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

The following description of the preferred embodiment(s) is merelyexemplary in nature and is in no way intended to limit the invention,its application, or uses.

Referring to FIGS. 1A-4 generally, in accordance with the presentinvention, there is provided an active underbody panel assemblygenerally shown at 10 for a vehicle generally shown at 12. The assembly10 moves between at least a retracted or “stowed” position (FIG. 1A) anda deployed position or “extended” position (FIG. 1B). At least oneactive underbody panel assembly 10 is mounted to the underbody of thevehicle in a predetermined location, adjacent at least one axle of thevehicle, in a predetermined direction, e.g. fore/aft.

At least one body panel is provided attached to a frame structure.Preferably, the body panel portion is multi-panel. In one embodiment,the assembly has at least two body panels connected to the frame.Preferably, the assembly 10 has a first body panel 14 and second bodypanel 16 connected to a frame shown generally at 18. Most preferably,the first body panel 14 is a front panel and the second body panel 16 isa rear panel with respect to the underbody panel assembly 10 mounted tothe underbody of the vehicle 12 in a fore/aft orientation.

The frame structure 18 include at least a first framing structure 20 anda second framing structure 22. The frame 18 also includes a first panelframe structure 21 that is connected to the first panel 14 and to thefirst framing structure 20. The frame further includes a second panelframe structure 23 that is connected to the second panel 16 and to thesecond framing structure 22.

The first framing structure 20 is connected to at least the first panelframe structure 21 by a plurality of fasteners in apertures, e.g. pins15 (and/or bolts, screws or any other suitable fasteners andcombinations thereof within flange apertures 17 of the first framingstructure 20 and apertures 19 in the first panel frame structure 21).The second framing structure 22 is connected to at least the secondpanel frame structure 23 by a plurality of fasteners in apertures, e.g.pins 25 (and/or bolts, screws or any other suitable fasteners andcombinations thereof).

In an alternative embodiment, an at least partially integrally formedframe 18 is also contemplated without departure from the scope of thepresent invention. Bonding of framing structures is also contemplatedwithout departure from the scope of the present invention. A compositeframe 18 is also contemplated without departure from the scope of thepresent invention.

The first and second framing structures 20,22 are mounted to the vehicleunderbody using a plurality of fasteners, e.g., bolts, screws, or anyother suitable fastener, in a plurality of apertures 27 and 29,respectively.

A deployment/retraction mechanism shown generally at 26 is operablyconnected to the first framing structure 20 and second panel framestructure 23, preferably near the rear of the first framing structure 20and near the front 30 of the second panel frame structure 23. Thisallows the frames 20 and 23, and therefore the first and second panels14,16, to move relative to each other. In particular, the mechanism 26mimics a sliding motion between the first and second panels 14,16.

The deployment/retraction mechanism 26 is a linkage unit having at leasttwo linkage assemblies shown generally at 32,32 including at least afirst link 28, second link 31, and third link 33. The linkage assemblies32,32 are connected to a rod or drive shaft 34. The first link 28,28 ofeach of the linkage assemblies 32,32 is pivotally connected to a bracket42,42 on the second panel frame structure 23. The second link 31,31 ofeach of the linkage assemblies is connected to a respective first link28,28. The second link 31,31 are also connected to the rod or driveshaft 34. The third link 33,33 of each of the linkage assemblies isconnected to at least the drive shaft 34. The drive shaft is connectedto the first frame structure 20, preferably, via two apertures 44 formedin the structure 20 to receive the ends of the drive shaft 34 forrotation. The linkages 32,32 cooperate to move the first and secondpanels 14,16 under predetermined conditions between the deployed andretracted positions.

More or less linkage assemblies 32 and links are contemplated dependingon the particular application without departure from the scope of thepresent invention.

At least one actuator shown generally at 36 is also connected to thedrive shaft 34. The actuator drives rotation of the rod 34 with the pairof linkage assemblies 32 to drive the panels 14,16 generally downward tothe deployed position to improve aerodynamics and generally upward tothe stowed position when desired. Typically, the actuator 36 is alsooperably connected to a mounting bracket 38 on the first framingstructure 20, e.g., by a plurality of fasteners 39 such as screws,bolts, etc. When the actuator rotates the drive shaft 3 in a firstdirection, the second link 31 is rotated generally downward causing thefirst link 28 and second panel 28 connected to the link 28 to movegenerally downward into the air flow. The first panel 14 is also rotatedgenerally downward into the air flow. Since both the first and secondpanels 14,16 are fixed at one end, via the first and second frames 20,22connected to the underbody of the vehicle, the panels will be atpredetermined angles when in the deployed position.

Most preferably, the panels 14,16 move relative to each other in atransition region indicated generally at 40. This angles the panels apredetermined amount (as indicated with respect to a horizontal plane‘L’ in FIG. 2B) into the underbody air flow. Generally, the anglebetween ‘L’ and the first panel 14 is at least about 15 degrees,typically, 10-90°, preferably, 10-45°, most preferably, 15-30°.Generally, the angle between ‘L’ and the second panel 16 is at leastabout 10 degrees, typically, 15-90°, preferably, 10-45°, mostpreferably, 10-30°. In general, when in the deployed position, a highpressure zone of air flow is adjacent the front panel 14 and a lowpressure zone is adjacent the rear panel 16.

The panels 14,16 are also removable for vehicle 12 service orreplacement of damaged panels without having to remove the mechanism 26or framing structure 18.

The frame 18 components and the deployment/retraction mechanism 26 forman articulated skeleton framework structure secured to the vehicleunderbody. The support frame 18 is operably secured to the vehiclegenerally to the vehicle underbody with a plurality of fasteners, in apreferred embodiment. According to an embodiment of the presentinvention, the first and second panels 14,16 are then operably attachedto this structure 18.

The body panels 14,16 can use the existing or modified vehicle panelsattached to the frame 18 and mechanism 26, which allows the panels 14,16to be moved generally up and down into the air flow as needed. The onlyadditional mass is for the frame 18 and mechanism 26. The activeunderbody panel assembly 10 allows panels/frame to be retracted toprovide the vehicle's 12 original ground clearance under predeterminedconditions, such as at low speed. A conventional fixed system would bedamaged at this lower ground clearance or it would have to be higher andprovide less benefit. In one embodiment, the active panels 14,16 aremore suited to vehicles that already have underbody panels and providemore benefit than adding an active front deflector. Conventionalunderbody panels aim to improve the air flow, but are limited in benefitdue to vehicle ground clearance requirements at low speed.

The assembly 10 of the present invention is also lighter and more costeffective than active suspension systems.

According to an embodiment of the present invention, by placing aplurality of vent holes 46 in at least one of the panels, e.g. mostpreferably toward the front of the second panel 16, the mass air flowthrough the engine compartment can be increased without increasing thegrille opening or cooling system, which can result in a reduction ofcooling system size. In a preferred embodiment, the venting is behindthe aerofoil to increase mass air flow through the engine and coolingsystem.

The panels 14,16 also preferably have upward sides 52 and 50 that aregenerally vertical and located in the fore/aft direction.

According to one embodiment, the active underbody panel assembly 10 isattached to the underside of the vehicle and acts like a static fixedpanel at low speed. At low speed, the vehicle 12 has the required groundclearance and approach angles as it would with a static panel. At highspeed, the system will deploy down into the underbody air flow (e.g.FIG. 2B). This will have the same effect as if the vehicle was lower tothe ground by preventing some of the air from passing under the vehicleand instead around it, which reduces draft. The pressure differencecreated by the deployed underbody panel will also increase the downforce (depending on position). The low pressure behind it and the ventsin the rear panel, e.g., second panel 16, will cause the hot air fromthe engine compartment increasing mass air flow through the coolingsystem resulting in possible decrease in cooling requirements.

The actuator 36 is contemplated, e.g., a rotary actuator, e.g., withfeedback options, hex-type, screw-type drive, higher speed actuator,electric, mechanical, linear, e.g., with current override circuits,declutching, hydraulic, pneumatic, extending, power lift actuator, orany other actuators and combinations thereof depending on theapplication and predetermined vehicle needs.

In a preferred embodiment, the actuator 36 is clutched, e.g., a sealed,clutchable actuator, so that in the event of an impact, it is able toabsorb that force without damaging the actuator 36 or mechanism 26.

A non-limiting example of an actuator 36 has internal clutching thatreacts to certain predetermined conditions by de-clutching or disengagesgears allowing the panels 14,16 to stop deployment to help preventdamage to the assembly 10. Upon impact to the panels 14,16, the actuator36 will clutch to disengage the gearing so that the panels 14,16 canrotate or move freely out of the way. Typically, the actuator 36 sensescurrent spikes and causes the actuator 36 to react to certainconditions. The clutchable actuator 36 is sealed and has communicationcapability with the vehicle 12. The actuator 36 and the vehicle 12 alsocommunicate to deploy and retract the panels 14,16 based uponpredetermined conditions such as vehicle speed, wind direction, yaw,etc, and combinations thereof. By way of non-limiting example, thepanels 14,16 are retracted until the vehicle reaches a predeterminedspeed of at least 30 miles per hour, preferably, about 30-40 mph, thenthe deflector panels 14,16 deploy and stay deployed until the vehicledrops back down to below the predetermined speed or other predeterminedconditions for continued deployment are no longer met.

Suitable electontronics most preferably, a shut off printed circuitboard (PCB) with connector contacts correlate with vehicle communicationnetworks for commanding a motor based upon predetermined conditions,e.g., commanding energizing of the motor correlating with predeterminedvehicle speed ranges. The PCB electronics senses current spike foroverride, which allows the clutch to disengage the drive system allowingit to rotate freely.

In the event that an object strikes one of the panels 14,16 in thedeployed position the system is designed to absorb the energy, but ifthe impact exceeds a predetermined set level it is released by theactuator's internal clutch allowing it to move with the impactpreventing damage to the actuator 36 and deployment/retractionmechanism.

The first and second panels 14,16 are stiff, flexible/stretchable, rigidor semi-rigid and/or combinations thereof, most preferably, being madeof composite plastic. In another embodiment, a single panel is used. Inyet another embodiment, more than two panels are used. In yet anotherembodiment, a single piece of flexible/stretch material is used.However, depending on the particular application, it is also within thescope of the invention to manufacture the panels of materials such asaluminum, painted carbon fiber, lightweight moldings of suitablematerial, twin sheet moldings of suitable material or other suitablematerial depending on application requirements, e.g., durability,weight, etc, without departing from the scope of the invention.

FIGS. 1A-1B illustrate a non-limiting example of the underbody panelmounting location showing the retracted position for low speed. In apreferred embodiment, the assembly 10 is positioned generally betweenthe rear tires. However, the assembly 10 is positioned under thevehicle, and the location fore/aft is dependent on the vehicle and thedesired benefit of down force or drag reduction. Accordingly, anysuitable under vehicle location is within the scope of the presentinvention. One or more assemblies are used 10, e.g., at the front and/orrear axle. In another more preferred embodiment, one assembly 10 isused, which is mounted generally near the front or rear axle. Anyunderside mounting location(s) is/are contemplated depending on thevehicle and desired down force or drag reduction without departing fromthe scope of the present invention.

In one embodiment, the forward and rearward edges of the frame 20,22 arefixed. FIGS. 2A-2B illustrate a non-limiting example of the deployedposition for high speed, where the mechanism 26 has driven the rearwardedge of the first panel 14 downward, which in turn pulled the forwardedge of the second panel 16 downward (or vice versa), causing the firstand second panels 14,16 to move out of generally horizontal at theretracted position to predetermined angles in the deployed position.Other underbody attachment locations and deploymentpositions/panels/angles are contemplated depending on the applicationwithout departing from the scope of the present invention.

The description of the invention is merely exemplary in nature and,thus, variations that do not depart from the essence of the inventionare intended to be within the scope of the invention. Such variationsare not to be regarded as a departure from the spirit and scope of theinvention.

What is claimed is:
 1. An active underbody panel assembly for a vehicle,comprising: a support frame mounted to an underside of the vehicle; atleast one deployment/retraction mechanism operably coupled to thesupport frame; at least one deployable panel operably connected to thesupport frame; and at least one actuator operably coupled to thedeployment/retraction mechanism, said actuator automatically moves thesupport frame under predetermined conditions to move the at least onedeployable panel between a stowed position and a deployed position. 2.The active underbody panel assembly of claim 1, wherein the at least onedeployable panel comprises a first panel and a second panel thatselectively move relative to each other between the stowed position andthe deployed position.
 3. The active underbody panel assembly of claim2, wherein the support frame includes a first panel frame structureconnected to the first panel and a second panel frame structureconnected to the second panel.
 4. The active underbody panel assembly ofclaim 3, wherein the support frame further includes a first framingstructure connected to the first panel frame structure and a secondframing structure connected to the second panel frame structure, whereinthe first and second framing structures are mounted to the underbody ofthe vehicle.
 5. The active underbody panel assembly of claim 1, whereinthe deployment/retraction mechanism includes at least two linkageassemblies operably coupled to a drive shaft, wherein the actuatordrives rotation of the drive shaft to move the at least two linkageassemblies causing the at least one deployable panel to move between thestowed and deployed positions.
 6. The active underbody panel assembly ofclaim 5, wherein the at least two linkage assemblies each comprises afirst link connected to a second panel frame structure of the framesupport, a second link coupled to the drive shaft and to a first panelframe structure of the frame support, and a third link connected to thefirst link and connected to the drive shaft, for rotation between thestowed and deployed positions.
 7. The active underbody panel assembly ofclaim 1, wherein the actuator is a clutched actuator to prevent damageto the actuator or deployment/retraction mechanism.
 8. The activeunderbody panel assembly of claim 7, wherein the actuator senses currentspike upon impact with the object causing circuit override fordeclutching so that the at least one deployable panel moves freely outof the way.
 9. The active underbody panel assembly of claim 1, whereinthe predetermined conditions are selected from the group consisting ofvehicle speed, wind direction, yaw and combinations thereof.
 10. Theactive underbody panel assembly of claim 9, wherein the vehicle speedfor deployment of the assembly to the deployed position is reaching avehicle speed in the range of 30-40 miles per hour.
 11. The activeunderbody panel assembly of claim 9, wherein the predetermined conditionfor retraction to the retracted position is dropping below a speed inthe range of 30-40 miles per hour or sensing impact with an object. 12.The active underbody panel assembly of claim 1, wherein the at assemblyis mounted in a fore-aft location adjacent an axle of the vehicle. 13.The active underbody panel assembly of claim 1, wherein the at least onedeployable panel includes a first panel lowered from a substantiallyhorizontal plane to a predetermined angle when in the deployed positionand a second panel lowered substantially horizontal plane to apredetermined angle when in the deployed position.
 14. The activeunderbody panel assembly of claim 1, further comprising at least onevent aperture formed through the at least one deployable panel forincreased air flow through an engine compartment.
 15. An activeunderbody panel assembly for a vehicle, comprising: a support framemounted to an underside of the vehicle and including at least tworotatable portions; at least two linkage assemblies operably coupled tothe support frame; a first panel connected to the support frame; asecond panel connected to the support frame; at least one actuatorconnected to the at least two linkage assemblies to selectively move thefirst and second panels between stowed position and deployed positions.16. The active underbody panel assembly of claim 15, wherein the supportframe further comprises: a first framing structure operably connected toa first panel frame structure, wherein the first panel is operablycoupled to the first panel frame structure; and, a second framingstructure operably connected to a second panel frame structure, whereinthe second panel is operably coupled to the second panel framestructure; wherein the first and second panels move relative to oneanother when the actuator rotates an drive shaft.
 17. The activeunderbody panel assembly of claim 16, wherein the first framingstructure and second framing structure are directly mounted to theunderside of the vehicle.
 18. The active underbody panel assembly ofclaim 16, further comprising at least one vent aperture formed throughthe second panel for increased air flow through an engine compartment.19. The active underbody panel assembly of claim 16, wherein the firstand second panels are semi-rigid.
 20. An active underbody panel assemblymounted underneath a vehicle body, comprising: a first framing structureoperably connected to a first panel frame structure, a first panel foraerodynamics connected to the first panel frame structure, said firstpanel selectively deploys into an air flow and retracts out of the airflow; a second framing structure operably connected to a second panelframe structure; a second panel for aerodynamics connected to the secondpanel frame structure, said second panel selectively deploys into an airflow and retracts out of the air flow, wherein said first panel is in ahigh pressure side of airflow acting on the active underbody panelassembly, and wherein the second plane is in low pressure side ofairflow underneath the vehicle; at least two linkage assemblies operablycoupled to the first framing structure and second frame structure; anactuator connected to a drive shaft, said drive shaft connected to theat least two linkage assemblies, wherein the actuator deploys the firstand second panels under predetermined conditions and retracts the firstand second panels under predetermined conditions, wherein thepredetermined conditions are selected from the group consisting ofvehicle low speed, vehicle high speed, forces/loads, current spikes,wind direction, yaw and combinations thereof.